Electric vehicles and charging stations

ABSTRACT

The invention relates to systems and methods for charging a vehicle. A vehicle and charging station can be designed such that an electric or hybrid vehicle can operate in a fashion similar to a conventional vehicle by being opportunity charged throughout a known route.

CROSS-REFERENCE

This application claims the benefit of U.S. Provisional Application No.61/289,755, filed Dec. 23, 2009, and this application is acontinuation-in-part application of U.S. patent application Ser. No.12/496,569 filed on Jul. 1, 2009, which claims the benefit of priorityto U.S. Provisional Patent Application Ser. No. 61/077,452 filed Jul. 1,2008 and U.S. Provisional Patent Application Ser. No. 61/174,926 filedMay 1, 2009, all of which are incorporated herein by reference in theirentirety.

BACKGROUND OF THE INVENTION

Electric vehicles are limited by current infrastructure for transferringpower to the electric vehicles. Some electric vehicles, such as electrictrains and light rail cars, are permanently connected to a power sourcethrough hardware in the railing or through overhead lines. Otherelectric vehicles, such as electric cars, are charged by plugging in theelectric vehicle at a charging station.

While systems for maintaining a permanent electrical connection along aroute taken by an electric vehicle can be used to transfer power to theelectric vehicle, these systems are an eyesore, are unpopular, arecostly to install and maintain, and can be unsafe. These systems oftenrequire the entire electric bus line to be suspended for periods of timewhile cities perform routing building maintenance or construction. Someof these systems do not enable an electrical vehicle to run independentof a railing or overhead line. Also, some of these systems are notadaptable to different vehicles with different characteristics.Furthermore, these systems may take a significant amount of time oreffort to charge.

Thus, there is a need to develop improved systems and methods forcharging electric vehicles.

SUMMARY OF THE INVENTION

The invention provides systems and methods for charging an electric orhybrid electric vehicle. Various aspects of the invention describedherein may be applied to any of the particular applications set forthbelow or for any other types of vehicles. The invention may be appliedas a standalone system or method, or as part of an integratedtransportation system, such as a bus system or other publictransportation system. It shall be understood that different aspects ofthe invention can be appreciated individually, collectively, or incombination with each other.

One aspect of the invention may be directed to a charging station. Acharging station may include a charging mount. A charging station mayalso include two or more collector braces, where each collector braceincludes at least one electrically conductive surface area, such as aconductive pad. Preferably, each collector brace may include at leasttwo guiding strips with electrically conductive surfaces where guidingfeatures on the strip, such as guiding pads, converge such that theconvergence is directed toward the electrically conductive surfaces. Atleast one collector brace may be for contacting a positive electrode andat least one collector brace may be for contacting a negative electrode,which may be configured to charge a rechargeable device of a vehicle. Acharging station may include support fixtures such as a post connectedto the charging mount and a stand mechanically connected to the post forsupport the post and charging mount.

Alternatively, the charging station may include a connector headassembly connecting to the charging mount via a connector rm. Theconnector head assembly may be configured to accept a blade. Theconnector arm may have a pivoting connection to the charging mountand/or connector head.

In accordance with another embodiment of the invention, a chargingstation may include a charging overhang or connector arm with rigidstructural components that is mounted to a charging mount. The chargingoverhang may include rigid components such as a crossbar, spacing bar,and one or more arms. Rigid or flexible connections may be providedbetween the rigid components. For example, collector braces on thecharging overhang may move relative to the crossbar of the overhang,through a flexible connection.

Another aspect of the invention may be directed to a vehicle, which maybe charged by a charging station. The vehicle may include two or morecontact plates electrically connected to a rechargeable device of thevehicle. The rechargeable device of the vehicle may be an energy storagesystem, such as a battery or ultracapacitor. The contact plates may belocated on top of the vehicle, and may be positioned relatively parallelto a direction of movement for the vehicle. They may also be spacedapart on the top surface of a vehicle. A first contact plate may be apositive electrode and while a second contact plate may be a negativeelectrode to charge the rechargeable device.

Alternatively, a single blade may be provided, which may include apositive terminal and a negative terminal. A scoop may be provided onthe roof of the vehicle to guide a connector head assembly to the blade.

A system for charging a vehicle may be provided in accordance withanother embodiment of the invention. The system may include a chargingstation with two or more collector braces and a vehicle with two or morecontact plates. Alternatively, the charging station may have a connectorhead assembly and a vehicle with a single blade. The collector bracesmay be configured to receive contact plates on top of the vehicle suchthat the contact plates slide between electrically conductive surfacesafter being guided by guiding strips. The contact plates may be squeezedbetween the guiding strips to ensure good electrical contact.Furthermore, the electrically conductive surfaces may have a surfacearea that contacts the contact plates, which may provide an area ofelectrical contact. Such features may decrease impedance at the charginginterface between the charging station and vehicle, which may aid infast charging. The charging station may also include a spacing bar tokeep the collector braces at a desired distance apart from one another,which may match the distance between the contact plates of the vehicle.The charging station may also include a flexible connection for aconnecting structure that connects the charging mount and collectorbraces, which may enable the connecting structure and contact assembliesto move laterally with respect to the direction of vehicle travel. Thismay provide tolerance for vehicle dimensions, drive path, or othervehicle attributes.

A method for charging a vehicle may be provided in accordance withanother embodiment of the invention. The method may include moving avehicle comprising two or more contact plates to a position below acharging mount of a charging station, where the charging mount has twoor more collector braces. An electrical connection may be establishedbetween the two or more collector braces and the two or more contactplates of the vehicle. The vehicle may remain electrically connected toa charging station for a period of time to achieve a desired state ofcharge.

The vehicle nay approach and/or depart the charging station in asubstantially straight manner or at an angle.

Other goals and advantages of the invention will be further appreciatedand understood when considered in conjunction with the followingdescription and accompanying drawings. While the following descriptionmay contain specific details describing particular embodiments of theinvention, this should not be construed as limitations to the scope ofthe invention but rather as an exemplification of preferableembodiments. For each aspect of the invention, many variations arepossible as suggested herein that are known to those of ordinary skillin the art. A variety of changes and modifications can be made withinthe scope of the invention without departing from the spirit thereof.

INCORPORATION BY REFERENCE

All publications, patents, and patent applications mentioned in thisspecification are herein incorporated by reference to the same extent asif each individual publication, patent, or patent application wasspecifically and individually indicated to be incorporated by reference.

BRIEF DESCRIPTION OF THE DRAWINGS

The novel features of the invention are set forth with particularity inthe appended claims. A better understanding of the features andadvantages of the present invention will be obtained by reference to thefollowing detailed description that sets forth illustrative embodiments,in which the principles of the invention are utilized, and theaccompanying drawings of which:

FIG. 1 shows a charging station in accordance with an embodiment of theinvention.

FIG. 2 shows an alternate embodiment of a charging station.

FIG. 3 shows another embodiment of a charging station.

FIG. 4 shows an example of a charging station.

FIG. 5 shows an example of a charging connection of a charging station.

FIG. 6A shows a view of a contact assembly.

FIG. 6B shows an additional view of a contact assembly.

FIG. 6C shows a close up of a pressure assembly in accordance with anembodiment of the invention.

FIG. 7A shows a contact assembly on a charging mount.

FIG. 7B shows an example of a flexible connection of a connectingstructure.

FIG. 8 shows an example of a vehicle with a contact bar.

FIG. 9 shows a charging station and vehicle in accordance with anotherembodiment of the invention.

FIG. 10 shows a connection between a charging station and vehicle inaccordance with another embodiment of the invention.

FIG. 11 shows a blade support in accordance with another embodiment ofthe invention.

FIG. 12 provides a view of a connector head assembly.

FIG. 13 provides a view of a collector brush actuation assembly.

FIG. 14 provides another view of a collector brush actuation assembly.

FIG. 15 shows an alternate configuration for an inline blade.

FIG. 16 shows an alternate configuration for a connector head assembly.

FIG. 17 shows an example of a vehicle interconnected mounted on the rearof a vehicle.

DETAILED DESCRIPTION OF THE INVENTION

The invention provides for systems and methods for charging an electricvehicle. One aspect of the invention provides for a charging station.The charging station can be used to transfer power to an electricallypowered vehicle. The charging station may be used to transfer power toany electric vehicle, hybrid electric vehicle, or any other vehicle thatmay include a propulsion power source, such as a battery,ultracapacitor, or any other energy storage system. In some embodiments,an electrically powered vehicle may be a heavy duty vehicle, such as abus or truck.

For example, electrical vehicles powered by the system may include atransit bus, a school bus, a delivery van, a shuttle bus, a tractortrailer, a class 5 truck (weighing 16,001-19,500 lbs., two-axle,six-tire single unit), a class 6 truck (weighing 19,501-26,000 lbs.,three-axle single unit), a class 7 truck (weighing 26,001-33,000 lbs.,four or more axle single unit), a class 8 truck (weighing 33,000 lbs.and over, four or less axle single trailer), a vehicle with a GVWRweighing over 14,000 pounds, a vehicle with a cargo to driver mass ratioof 15:1 or greater, a vehicle with six or more tires, a vehicle withthree or more axles, or any other type of high occupancy or heavy-dutyvehicle. In some embodiments, a charging station may charge any otherelectric vehicle, including passenger vehicles. Any discussion herein ofelectric vehicles or electrically powered vehicles may refer to any typeof vehicle discussed and vice versa.

In some embodiments of the invention, the charging station can comprisea charging connection, such as a charging chassis or overhang, suspendedfrom a charging mount for establishing an electrical connection betweenthe charging station and the electrically powered vehicle. The chargingconnection can comprise a positioning device for controlling theposition or orientation of the charging connection.

Another aspect of the invention provides for an electric vehiclecomprising contact plates for establishing an electrical connection to acharging station. The contact plates can be positioned on a top surfaceof the electric vehicle and be positioned in a direction that isrelatively parallel to a direction of vehicle movement. The contactplates may be spaced apart on the top surface of the electric vehicle.

The methods of the invention include transferring power to a vehicleusing a charging station. Transferring power to the vehicle can comprisepositioning the vehicle under a charging mount of the charging stationand engaging a charging connection, such as a pantograph, catenary arm,charging chassis or frame, or charging overhang to establish anelectrical connection between the charging station and the vehicle.

As shown in FIG. 1, the charging station can comprise a structure (6)with a charging mount (24). A charging connection (18) can be suspendedfrom the charging mount. The charging connection can be a device similarto a components selected from the group consisting of a pantograph, acatenary arm, and a cantilever arm. The charging connection can have anadjustable shape or size such that an electrically conductive surface(14, 16) located on the charging connection can have an adjustablelocation. In some embodiments of the invention the charging connectionis mechanically attached to the charging mount through a coupling, suchas a positioning device (20, 26). The positioning device can be fixed oradjustable.

In some embodiments of the invention the charging connection cancomprise two electrically conductive surfaces (14, 16), such asconductive pads. The two electrically conductive surfaces can beelectrically insulated from each other. The two electrically conductivesurfaces can be supplied power through electrical wiring thatelectrically connects the electrically conductive surfaces to a powersource (2). The electrical wiring can be housed within the chargingconnection (18), positioning device (20, 26), the charging mount (24),and the structure (6). Additional electrical wiring (4) can be used toestablish an electrical connection to the power source (2). The powersource can comprise any power source described herein.

As shown in FIG. 1, the vehicle (8) can comprise two contact plates orbars (10, 12) extending in a direction of vehicle movement (28). The twobars can be copper bars that are electrically connected to an energystoring device used to power the vehicle.

An alternate embodiment of the charging station is shown in FIG. 2. Theelectrically conductive surfaces (14, 16) can be connected to thecharging mount through a cantilever arm (30). The cantilever arm can beadjusted in a vertical direction (22) to allow a vehicle (8) to passunder the conductive surfaces and then for establishing an electricalconnection between the conductive surfaces and contact plates or bars(10, 12) on the vehicle. The electrical connections between theconductive surfaces and the power source (2) can be as described in FIG.1.

FIG. 3 shows another example of a charging station (36) and a vehicle(38). The vehicle may include one, two, three, four or more chargepoints, which may be contact bars, plates, or contacts of any othershape. In some embodiments, it may be preferable to have at least twocharge points. In other embodiments, larger numbers of charge points maybe desirable to charge multiple batteries (e.g., two charge points maybe electrically connected to one battery or group of batteries, anothertwo charge points may be electrically connected to another battery orgroup of batteries). Charging multiple battery sets in parallel may bedesirable to speed up charge time and reduce system heating due to highcurrent transfer. Any discussion of charge points or any other contactsmay refer to contacts of any shape or format.

Charge points (40 a, 40 b) may extend parallel to the direction ofvehicle movement. In preferable embodiments of the invention, the chargepoints may be mounted on top of the vehicle, such as on the roof of thevehicle. In some alternate embodiments, the charge points may be mountedon a side of a vehicle, in the roadway, or along another portion of thesurface of the vehicle, or combinations thereof. As discussedpreviously, the charge points may be formed of copper. In someembodiments, the charge points may be formed of any conductive material,including but not limited to aluminum, silver, gold, or alloys orcombinations thereof, and/or may be plated or clad with any conductivematerial including but not limited to copper, aluminum, silver, gold,alloys or combinations thereof, or any other conductive material. Thecharge points may be electrically insulated from one another. The chargepoints may be spaced apart from one another on top of the vehicle.

The charging station (36) may include any number of contact assemblies(42 a, 42 b), such as collector braces. The contact assemblies may beelectrically connected to charge points of a vehicle, which may functionas electrodes. In some instances, the number of contact assemblies maymatch the number of charge points (40 a, 40 b) on the vehicle. Forexample, if two charge points are provided on the vehicle, two contactassemblies may be provided on the charging station. If four chargepoints are provided on the vehicle, four contact assemblies may beprovided on the charging station.

In some embodiments, a pair of contact assemblies may be provided tomake contact with a pair of charge points connected to a battery orbattery pack. In some instances, more contact assemblies may be provided(e.g., two contact assemblies may contact a pair of charge points whichare in electrical communication with a battery or group of batteries,while two other contact assemblies may contact two other charge pointswhich are in electrical contact with another battery or group ofbatteries). Charging multiple batteries at the same time may bedesirable to speed up charge time and reduce system heating due to highcurrent transfer. In some instances, the multiple contact assemblies maybe provided on the same arm of a charging station (e.g., four contactassemblies may be provided on the same overhang), while in otherinstances the multiple contact assemblies may be provided on a pluralityof arms of a charging station (e.g., two contact assemblies may beprovided on one overhang, while two contact assemblies are provided on asecond overhang).

The contact assemblies may include one or more guiding feature (44 a, 44b, 44 c, 44 d) that may assist with guiding the charge points to contactconductive pads of the contact assemblies.

Charging Stations

A charging station can comprise a charging mount positioned above theground and a charging connection suspended from the charging mount. Thecharging connection can be directly attached to the charging mount orattached to the charging mount through a coupling, such as a positioningdevice. The charging connection can be similar to a device selected fromthe group consisting of a pantograph, a catenary arm, and a cantileverarm. The charging connection may include, or also be referred to as, acharging chassis or frame, a charging skeleton or girder, or a chargingoverhang. The charging connection can be an inverted form of a deviceused to power a light rail car or an electric bus. In other embodimentsof the invention, the charging connection is a catenary arm suspendedfrom the charging mount. The catenary arm can be supported by acantilever arm.

In some embodiments, the charging can be for a two wire trolley bus suchthat the bus can operate as a trolley bus. For instance, for part of thetime, a bus may be operating as a trolley bus by connecting to wires ona grid system. When the bus reaches the end of a grid system, trolleypoles may be lowered and the bus may operate as a battery electric bus,independent of the grid. Similarly, a battery electric bus may operateindependent of the grid and then encounter the grid. When the busreturns to the grid, the poles may be raised into contact with the gridand the bus may be recharged while operating as a trolley bus. Thus, inaccordance with an embodiment of the invention, a bus may operate on thegrid part of the time and off the grid part of the time. The bus mayoptionally use the on-grid time to charge the batteries on the bus,which may be used when the bus is off-grid.

The charging connection may have a sensor or a mechanical orelectro-mechanical height adjustment system to allow the chargingconnection to adjust to a height required to allow a vehicle to driveunder the charging connection. The system for height adjustment caninclude the charging connection and/or the positioning device. Thecharging connection can be adjusted to a height required to establish anelectrical connection.

The electrical connection can be established for a time sufficient tocharge the vehicle partially or fully. The charging connection can bedesigned in such a fashion that it is only activated when an electricalconnection is made between the vehicle and the charging station and/or asignal is received from the vehicle to activate charging. The chargingstation can comprise mechanical and/or electrical protective devices toisolate conductive paths during non-contact situations. Such devices maybe configured to allow energy flow only after receiving an electronicmessage (wireless, proximity switched contact, and/or manual trigger) orvia direct mechanical activation.

In alternate embodiments, if the vehicle were to operate part timeon-grid as a trolley, energy flow may automatically occur when thevehicle reaches the grid. In some embodiments, a sensor may be providedthat may allow the energy flow, while in other embodiments, mechanismsmay be provided that may enable energy flow when the vehicle reaches thegrid. Safety features may be provided, which may allow energy flow onlyin a desired manner.

In another embodiment the vehicle (e.g., bus) can adapt to existinglight rail systems, where the vehicle is able to connect to the singleoverhead line and the ground coupling in the roadway rail.

Power can be supplied to the charging connection using any means knownto those skilled in the arts. In some embodiments of the invention, anelectrical power source used to power an electric vehicle such as alight rail or an electric bus can be used. The electrical power sourcecan be a power source used to supply power to an overhead line forpowering an electric train or a bus. The electrical power source cancomprise a high voltage DC power source. The voltage can be between 400and 800 volts DC, between 450 and 750 volts DC, or approximately 600volts. The power source can be tapped and then transferred to a voltageconverter to provide the correct voltage and current flow for thevehicle. The voltage converter can be a DC-DC charger. In otherembodiments of the invention, a rapid charger can be used to supplypower to the charging connection. The rapid charger can be powered byconventional power sources or alternative power sources. In someembodiments of the invention, the rapid charger is powered by hydrogen,conventional electricity obtained from a power grid, or any other typeof power source. The rapid charger can be configured to provide avoltage and current to a vehicle.

The power supply can comprise an energy buffer device. The energy buffercan be a capacitor or a battery. The capacitor can be a largeultra-capacitor. The battery can comprise a battery pack. Use of such asystem may allow for off-peak charging of the energy buffer device atlower energy costs, then supply some or all of the daytime energy needsof the charging station. This energy buffer device may also allow theuse of lower power infrastructure and/or charging supplies. The energybuffer device may allow for a slow charge of the energy buffer overtime, then allow for rapid energy delivery through the chargingconnection.

The energy buffer device can be utilized for utility grade emergencypower or load balancing on a utility grid. Because the energy bufferdevice may be incorporated into large buildings for emergency power orinto the utility grid for power balancing, the system can havecross-functionality and can be a joint project for customers of theservices.

The charging station can be located at a hub or any position along theroute of a vehicle. In other embodiments of the invention, the chargingstation is located near an overhead line or an electric railway used topower a light rail vehicle, a train, or an electric bus.

FIG. 4 shows an example of a charging station in accordance with anembodiment of the invention. The charging station may comprise astructure (50) with a charging mount (51). The charging mount maycomprise a charging connection (52). The charging connection may hangbelow the charging mount. The charging connection may extend downwardand/or away from the charging mount.

In some embodiments, the charging connection (52) may be connected to acharging mount (51) via a coupling (55). The coupling may be fixed oradjustable. For example, the coupling may be adjustable so that acharging connection may move vertically with respect to the chargingmount. For instance, the coupling may be a vertical post with a flexiblemember such as a spring, an elastic component, a pneumatic device, amagnet, a weight or a gear. The flexible member may enable the chargingconnection to have a default height which may be adjustable when a forceis exerted on it. For example, if a vehicle is passing under thecharging connection and encounters a bump, the charging connection mayaccommodate the bump and maintain electrical contact with the vehicle.Similarly, when vehicles of slightly different height pass under thecharging connection, they may be accommodated by a flexible coupling.This may be advantageous in situations where vehicle height may vary dueto factors such as tire pressure or load weight.

In some alternate embodiments, the coupling may allow for activeadjustment of charging connection height, which may allow the chargingstation to accommodate vehicles of a wide range of heights. For example,a sensor may be in communication with the coupling to inform thecoupling of an incoming vehicle's height.

The charging connection may include one or more contact assemblies (53a, 53 b). In some embodiments, a contact assembly may include a pair ofguiding strips. A contact assembly may include one or more electricallyconductive surfaces, such as a conductive pad, that may make electricalcontact with a charge point. In some embodiments, a contact assembly mayinclude two conductive pads that may make electrical contact with acharge point. The charging structure and charging mount may have anystructure or form that may enable the contact assemblies to contact thecharge points of a vehicle. For example, a charging mount may form ahorizontal post or cantilever extending from the charging structure.

In some embodiments, the charging structure (50) may include a verticalpost. Alternatively, the charging structure may have any other shape orconfiguration that may support the charging mount and/or chargingconnection at a desired height. The charging structure could even bepart of a wall or pre-existing structure such as a bus stop waitingstation. In some embodiments, the length of the charging structure maybe adjustable, which may result in the position of the chargingconnection being adjustable. The charging structure may be passivelyadjustable, such as if a vehicle passes beneath the charging connection,and causes the charging structure to accommodate the height of thevehicle. The charging structure may also be actively adjustable, such asif the vehicle approaching the charging station emits a signalindicating the vehicle type or height, so that the charging station mayadjust its height to accommodate the incoming vehicle.

In some instances, the charging mount and structure may keep electricalconnections from each of the contact assemblies segregated. For example,electrical connections from two contact assemblies may be segregatedwithin a single integrated structure (e.g., a single pole), or thestructure may include two components (e.g., two poles) that may houseelectrical connections for each of the contact assemblies. In someimplementations, the charging mount and structure may keep electricalconnections from each of the conductive pads within a contact assemblysegregated.

The charging station may also include a stand (56). The stand mayprovide structural support to a charging structure (such as a post) anda charging mount/charging connection. In some embodiments, the stand maybe located at or form the base of a support structure of a chargingstation.

The charging station may also include a power source (54). As discussedpreviously, the charging station may be powered by conventional powersources or alternative power sources.

FIG. 5 shows a view of the charging connection. The charging connectionmay form a charging chassis, charging frame, or charging overhang. Thecharging connection may include contact assemblies (60 a, 60 b). Eachcontact assembly may include one or more guiding feature (61 a, 61 b, 61c, 61 d), such as a guiding strip or guiding slat, that may assist withforming an electrical contact between a charge point on a vehicle andthe contact assembly.

The contact assemblies may be spaced at a desired distance apart. Forinstance, two or more contact assemblies may be spaced at any desireddistance apart. For example, the contact assemblies may be spaced about5 cm, 10 cm, 15 cm, 20 cm, 25 cm, 30 cm, 35 cm, 40 cm, 45 cm, 50 cm, 60cm, 70 cm, 80 cm or greater or lesser apart. Preferably, the contactassemblies may be spaced at a distance apart that is substantially thesame as or closely approximates the distance between charge points on anapproaching vehicle.

The charging connection may also include a structure or feature that maykeep the contact assemblies at a predetermined distance apart. Forexample, a spacing bar (62) may be provided which may keep the contactassemblies (60 a, 60 b) at a predetermined distance apart. Thepredetermined distance may correspond to the distance between the chargepoints on the roof of the vehicle. The predetermined distance may befixed, such that the contact assemblies remain at the same distanceapart. Alternatively, the predetermined distance may be flexible. Forexample, a spring or elastic feature may be provided within the spacingbar (62) such that the spacing bar is a predetermined distance apart atrest, but when force is exerted along the length of the spacing bar, thelength of the spacing bar may compress or expand slightly. Such featuresmay enable vehicles with charging points that may be at slightlydifferent distances apart to approach a guiding feature, and then havethe spacing bar adjust its length to accommodate the charging pointssliding through the contact assemblies (60 a, 60 b).

In another example, the spacing bar may include features that may enablethe length of the spacing bar to be adjusted as desired. For example,different vehicles may have charging points that are spaced apart atdifferent distances. The vehicles may provide a signal to a chargingstation about the distance between the charging points, so that thecharging station can adjust the length of the spacing bar to accommodatethe charging point distances. A sensor or a hydraulic, mechanical orelectro-mechanical length adjustment system for the spacing bar may beutilized. This may be useful in situations where different nukes ormodels of vehicles may be conductive to charging points being spaced atdifferent distances apart. Any discussion herein of the spacing bar mayalso apply to any other structure or component that may provide contactassemblies with a fixed or variable/controllable distance between oneanother.

The charging connection may also include a positioning bar (64). In someembodiments, the positioning bar may be a horizontal bar, which may beconnected to a coupling (66), which is connected to a charging mount.Alternatively, the positioning bar may be directed connected to acharging mount. In some embodiments, the positioning bar may be a rigidmember of the charging connection. The charging connection may alsoinclude one or more arms (65 a, 65 b) extending from the positioningbar. The arms may be connected to the contact assemblies and/or thespacing bar. In some instances, the arms may extend downward from thepositioning bar and/or horizontally away from the positioning bar. Insome instances the arms may extend both downward and away from thepositioning bar. Preferably, the arms may be rigid members. The arms maybe connected to the positioning bar through a flexible connection or arigid connection. Similarly, the arms may be connected to the contactassemblies and/or spacing bar through a rigid connection or a flexibleconnection. The positioning bar, spacing bar, and one or more arms mayform a chassis or frame for a charging connection. A charging connectionwith rigid members and one or more flexible connection may form asemi-rigid structure. The semi-rigid charging connection mayadvantageously provide enough structure and rigidity to orient thecontact assemblies to accept charge points from a vehicle, whileproviding enough flexibility to accommodate variations in charge pointplacement or vehicle drive orientation.

The charging connection may also include wires (63 a, 63 b, 63 c, 63 d)or other electrical connections that may be provided from conductivepads. For example, electrical connections between each of the contactassemblies may be segregated. In some instances, electrical connectionsbetween each of the conductive pads may be segregated.

In preferable embodiments of the invention, the contact assemblies maybe at substantially the same height. This may accommodate vehicles wherethe charge points of the vehicles are at substantially the same height.In some alternative embodiments, the contact assemblies may be arrangedsuch that they are at different heights (e.g., 60 a may hang lower than60 b), which may accommodate vehicles where the charge points are atdifferent heights (e.g., one contact plate may extend from a vehicleroom higher than another).

FIG. 6A shows a view of a collector brace, which may also be referred toas a contact assembly, and vice versa. The collector brace may include aguiding feature, such as a guiding strip (70 a, 70 b). The guidingfeature may be shaped such that it may capture a charging point, andguide it to one or more contact pads (71 a, 71 b). A pair of guidingfeatures may form a ‘V’ shape to capture the charging point, or may haveany other shape, such as a “U” shape, or any shape that may have alarger opening that may funnel or guide the charge point to a smalleropening. The guiding features may start off at some distance apart, andthen they may converge toward one another at electrically conductivesurfaces of the guiding features. This funneling aspect may enable theguiding features to have some tolerance in capturing the charge pointsfrom a vehicle. The charge points may be captured at the wide end of thefunnel, and be directed toward the electrically conductive surface,which may be spaced closer together.

A guiding feature may include an electrically conductive surface, whichin some embodiments may be a contact pad. The contact pads (71 a, 71 b)may be metallic or non-metallic conductive pads and may or may not bereplaceable. A preferable method would be to have replaceable pads thatcan be changed when the conductive portion is damaged or used. In oneexample, the contact pads may be conductive carbon pads. Part of thecarbon pads may scrape off whenever a charge point slides between thecontact pads. In such instances, the carbon pads nay be replaceable. Inother embodiments, any other conductive materials (such as metals, ormetal alloys) may be used. Preferably, the contact pads may be formed ofa slippery material that may enable the charge points to slide througheasily.

In some embodiments, two or more contact pads may be provided percollector brace. In other embodiments, only one contact pad may beprovided per collector brace. Different collector braces may or may nothave the same number of contact pads. A charge point may slide betweenthe electrically conductive surfaces of the collector brace, such thatthe charge point is sandwiched between the electrically conductivesurfaces, such as the contact pads. Preferably when the charge point isbetween the electrically conductive surfaces, the charge point iscontacting both contact pads.

In some embodiments, the contact pads may provide an electricallyconductive surface area. In some embodiments, the electricallyconductive surface area may be 1 sq. cm, 2 sq. cm, 4 sq. cm, 6 sq. cm, 8sq. cm, 10 sq. cm, 12 sq. cm, 15 sq. cm, 20 sq. m, 25 sq. cm, 35 sq. cm,50 sq. cm or greater.

The contact pads may have any shape, such as rectangular, square,circular, oval, triangle, trapezoidal, hexagonal, etc. The contact padsmay also have any dimensions. For example, the contact pads may be 0.5cm long, 1 cm long, 2 cm long, 4 cm long, 6 cm long, 8 cm long, 10 cmlong, 12 cm long, 15 cm long, 20 cm long, 25 cm long, 30 cm long, 35 cmlong, 40 cm long, 50 cm long, or longer. Similarly, the contact pads maybe 0.5 cm wide, 1 cm wide, 2 cm long, 4 cm wide, 6 cm wide, 8 cm wide,10 cm wide, 12 cm wide, 15 cm wide, 20 cm wide, 25 cm wide, 30 cm wide,35 cm wide, 40 cm wide, 50 cm wide, or wider. In some embodiments, thecontact pads may be longer than they are wide.

In some embodiments, the contact pads may be of a sufficient width toprovide leeway in the height of the charge points of a vehicle. Forexample, if the contact pads have a significant width, they may stillcontact the charge points of a vehicle, even if the vehicle is slightlyshorter or taller than average. The charge points may end up contactingthe contact pads toward the top of the contact pads or toward the bottomof the contact pads. Thus, having a substantial surface area to acontact pad may be advantageous in accommodating different vehicleheights, or irregularities in heights of the vehicle that may appearfrom different features of the terrain, such as bumps in the road.

In some embodiments, the charging station may include a horizontalroller, or similar feature, which may make preliminary contact with theroof mounted charge points (e.g., copper bars) to adjust the height. Thehorizontal roller, or any other guiding mechanism may be used to makecontact with the roof of a vehicle, and provide a reference or guidethat may enable the contact pads of the charging station to achieve adesired height. For example, if the vehicle-mounted charge points areabout a couple of inches above the vehicle roof, a height guide, such asa roller may be provided several inches below the contact pads, so thatwhen the roller contacts the roof of the vehicle, the height of thecontact pads may be adjusted to be at the desired charging height. Ahorizontal roller may contact the roof of the vehicle, and roll over theroof of the vehicle, which may enable the vehicle to pass underneathwithout cause any damage to the vehicle. Other comparable mechanismsknown in the art may be used, such as a guide that may have a softslippery surface that may brush over the vehicle roof.

In some embodiments, the entire electrically conductive surface area ofthe contact pad may be contacting a charge point, such as a side of acontact plate on a vehicle. In preferable embodiments, the surface areacontact at the interface between the collector brace of the chargingstation and the charge point of vehicle may provide increasedconductivity and electrical flow between the charging station and thevehicle, which may enable a battery of the device to be fast-charged.

The vehicle may receive a signal when the contact plate on the vehiclemakes contact with the contact pad or comes within a collector brace, inaccordance with an embodiment of the invention. That signal may takecommand of the bus and cause it to stop. If the bus were to stop whenmaking electrical contact, the contact plates on the bus would not haveto be very long. This may advantageously provide less exposure to anelectrically “hot” area.

Thus, it may be advantageous to provide a pair of collector braces and apair of charge points, so that each collector brace has an electricallyconductive surface on both sides of a charge point, such that thesurface area connection between the charge point and the collector braceis increased.

The guiding features may also include guiding pads (72 a, 72 b, 72 c, 72d). The guiding pads may be formed of a slippery material that mayenable charge points to slide through. In some embodiments, a polymer orplastic may be used for the guiding pads. For example, the guiding padsmay be formed of a nylon. In some instances, the guiding pads mayinclude a coating or be clad with a slippery material.

In some embodiments, the guiding pads may be very long, or the contactpads may have a cover extending both fore and aft. The cover may be longenough to ensure that the charge bar on the roof is covered duringcharging. This may prevent a large bird or something similar from makingcontact between the two charge bars.

The contact pads (71 a, 71 b) may be electrically connected to a powersource. In some instances, the contact pads may be electricallyconnected through wires (73 a, 73 b).

In some embodiments, a charging station may include a pair of collectorbraces, or more. In some instances, at least one collector brace may befor providing an electrical connection with an anode while at least oneother collector brace may be for providing an electrical connection witha cathode, when the collector braces contact the charge points of avehicle. If there are more than one contact pads in a collector brace,the contact pads may function may be for contacting the same type ofelectrode. For example, two collector braces may be provided, eachcomprising two contact pads. Both contact pads in one contact assemblymay contact an anode, while both contact pads in the other contactassembly may contact a cathode. In some implementations, differentcontact pads within the same contact assembly may contact differentelectrodes. For instance, one collector brace may be provided, and onecontact pad may contact a cathode while another may contact an anode.

A collector brace may also include a casing (74). In some instances, acasing may provide support or structure to the collector brace. In someembodiments, a pressure assembly (75) may be provided that may exertforce on one or more guiding feature (70 a). In some instances, thepressure assembly may exert force on one guiding feature, while theother guiding feature may be fixed. In another instance, two pressureassemblies may be provided, whereby each pressure assembly exerts aforce on a guiding feature. The force exerted on a guiding feature maybe directed toward another guiding feature. For example, if a pair ofguiding features beside one another is provided, one of the guidingfeatures (e.g., 70 a) may have a lateral force directed to the otherguiding feature (e.g., 70 b), such that the guiding features would havea squeezing force. By doing so, the contact pads of each guiding featureis pressed to the charge point when the charge point passes through,which ensures that an electrical connection is made. Furthermore, aspreviously discussed, by using a large surface area for the contactpads, a large surface area electrical interface may be provided betweenthe contact pads and the charge points. By exerting a sufficient amountof pressure on the connection, the large surface area contact can beensured, which may ensure a low impedance across the junction.

The pressure assembly may include any mechanism known in the art thatmay provide a sufficient lateral force between the contact pads toensure a connection with the charge points (e.g., the contact pads maybe pinching together to receive the charge point). In some instances,features such as springs or elastics may be used in the pressureassembly. For example, as shown in FIG. 6A, the pressure assembly mayutilize a plurality of springs, that are connected to linkages and a barthat may allow a contact pad (71 a) to remain substantially parallel toanother contact pad (71 b), without directly contacting the othercontact pad.

FIG. 6B shows another view of a contact assembly (80), which may includeguiding features (81 a, 81 b), contact pads (82 a, 82 b), guiding pads(83 a, 83 b, 83 c, 83 d), a pressure assembly (84) which may exert aflexible pressure on one guiding feature (81 a), and a fixed assembly(85) which may fix another guiding feature (81 b) in place. The contactassembly (80) may also be connected to a spacing bar (86), and/or anyother structure (87), such as an arm, that may connect the contactassembly (80) to a charging mount (88).

FIG. 6C shows a close up of a pressure assembly in accordance with oneembodiment of the invention. The pressure assembly may include multiplesprings (90 a, 90 b) that may be connected to a bar (91) connected to aguiding feature (92 a). Linkages (93 a, 93 b) may also be provided,which may be connected to the bar (91) and/or guiding feature (92 a).The pressure assembly may keep the guiding feature (92) substantiallyparallel to another guiding feature (92 b). Furthermore, the pressureassembly or other features or components may prevent the conductive padsfrom contacting one another.

In some embodiments of the charger connection, there may be a cleaningbrush or mechanism which will clean the vehicle rooftop bars as thevehicle enters and/or leaves the charging arm assembly. This mayadvantageously provide an improved electrical connection.

FIG. 7A shows part of a charging chassis in accordance with anembodiment of the invention. A contact assembly (120) may be on aconnecting structure, such as an arm (121 a) and crossbar (121 b), thatconnects the contact assembly to a charging mount (122). The contactassembly may also be connected to a spacing bar (125). The contactassembly may be connected to the spacing bar and/or arm.

The contact assembly may include a fixed assembly (126), which may keepa guiding feature (124 b) in place. In some embodiments, a contactassembly may include at least one pressure assembly (127), and at leastone fixed assembly. Alternatively, a contact assembly may include aplurality of pressure assemblies. In some instances, a contact assemblymay include a plurality of fixed assemblies, although preferably, acontact assembly includes at least one pressure assembly.

The charging chassis may include a flexible connection (123). Theflexible connection may be between an arm and a crossbar. The flexibleconnection (123) may provide flexibility to the connecting structure arm(121 b) so that the contact assembly (120) on the arm (121 b) may moverelative to the charging mount (122) to accommodate the placement of oneor more charge point on a vehicle. For example, a vehicle may be drivento a charging station and placed so that one or more charge points isslightly offset from one or more contact assemblies. Guiding features(124 a, 124 b) of a contact assembly may capture a charge point of avehicle, and the flexible connection (123) may enable to the contactassembly to shift to follow the path of the vehicle. The flexibleconnection (123) may allow the contact assembly (120) to shiftsubstantially perpendicularly with respect to the direction of thevehicle travel. The contact assembly may be shifting laterally orhorizontally. Thus, if a vehicle were driven beneath a charging station,a flexible connection may enable flexibility within the connectionstructure that may enable one or more contact assemblies to movesideways relative to the vehicle to capture and contact one or morecharge point of the vehicle.

FIG. 7B shows an example of a flexible connection of a connectingstructure. The flexible connection may have any design that may provideflexibility to a connecting structure including springs, elastics,hinges, linkages, pivot points, pneumatic devices, weights, gears,hydraulics, or any other structure for flexible connection. For example,springs (130 a, 130 b) may be provided that may enable a portion of aconnecting structure to move laterally. A bar (131) of a connectingstructure may slide sideways with respect to a fixed portion of theconnecting structure (132). The portion of the connecting structure maymove laterally, which may enable one or more contact assembly to movelaterally to capture a charge point of a vehicle. The flexibleconnection may enable contact assemblies to return to a center position,and may utilize springs, hydraulics, or gravity to recenter theconnection assembly after use.

In some embodiments, a flexible connection may be structured such that abar of a connecting structure may swing back and forth, which may allowa contact assembly to swing back and forth. For example, the bar mayswing back and forth if a pivot point or hinge is provided. Featuressuch as springs, clastic, hydraulics, or gravity, may be used to enablethe bar to swing back to its original position at rest. In otherembodiments, the flexible connection may be provided that may enable abar (131) to swing rotatably around a connecting structure (132). Forexample, the bar may pivot a little around the connecting structure,which may enable a contact assembly at the end of the bar to movevertically with respect to the connecting structure. In someembodiments, there may be some give between the bar and the connectingstructure that may result in limited vertical movement of the contactassembly.

FIG. 9 shows a charging station in accordance with another embodiment ofthe invention. A charging station may be provided so that a portion ofthe charging station may be configured to hang over a vehicle, when thevehicle is being charged by the charging station. The charging stationmay include some structure that supports a connector head assembly(201). In some embodiments, a connector head arm (208) may be used tosupport the connector head assembly.

The connector head arm (208) may be an arm which may connect theconnector head to an overhanging pole arm or other support structure.The connector head arm may provide primary compliance for motion in 3axis space. For example, the connector head arm may allow the connectorhead assembly to have horizontal movement, vertical movement, and/orforward or backward movement. The connector head arm may also allow theconnector head assembly to pivot about a central point in coordinatespace. For example, the connector head assembly may pivot about avertical axis, a front-to-back horizontal axis, and/or a side-to-sidehorizontal axis. This flexibility may allow for a wide approach and/ordeparture angle for a vehicle from the charging station. This may alsoaccommodate various vehicle sizes or designs.

The connector head assembly (201) may be an overhead connection pointwhich may contain collector braces, collector brushes, or any brush orbrace action or spring loaded mechanism that may provide an electricalconnection with a vehicle. This may provide linkage from a chargingstation to a vehicle interconnect (202).

The vehicle interconnect (202) may be a connection assembly on top of avehicle which may mate with the connector head assembly. This mayprovide linkage from the connector head assembly to a vehicle energystorage system (e.g., battery). In alternate embodiments of theinvention, a connection assembly can be provided on a side of thevehicle or bottom of the vehicle. The connector head assembly may bepositioned to the side of the vehicle or underneath the vehicle toengage with the connection assembly. Furthermore, the connector headassembly could be rotated sideways or upside down to engage theconnection assembly. Any description herein of top-charging the vehiclecan be applied to charging through the side or bottom of the vehicle.

FIG. 10 provides a close-up of the connection between a charging stationand a vehicle. A connector head assembly (201) of the charging stationmay be supported by a connector head arm (208). A connector head arm mayhave any configuration that may enable it to allow the desired amount offlexibility for the positioning of the connector head assembly. In oneexample, the connector head arm may have a top support (208 a) that maybe connected to a top bar/pole (208 b) of the charging station. In someembodiments, the top support may allow the rest of the connector headarm to pivot about a vertical axis of the top support. In someembodiments, the top support may allow the rest of the connector headarm to pivot about a vertical axis where the top support is connected tothe top bar/pole.

The connector arm (208) may also include various bars or components thatmay be connected to one another so that they may move relative to oneanother. For example, a quadrilateral shape may be formed by the bars(e.g., 208 c, 208 d, 208 e, 208 f). The bars may be connected so thatthey can form varying angles with respect to one another (e.g., 208 cand 208 d may have a pivoting connection so that they can form varyingangles with respect to one another, 208 c and 208 e may have a pivotingconnection so that they can form varying angles with respect to oneanother, 208 f and 208 d may have a pivoting connection so that they canform varying angles with respect to one another, 208 f and 208 e mayhave a pivoting connection so that they can form varying angles withrespect to one another). In some embodiments, some of the bars mayremain parallel to one another while the angles are varied (e.g., 208 cand 208 f may remain parallel to one another, 208 d and 208 e may remainparallel to one another). This may provide flexibility in the verticalplacement of the connector head assembly (201), and/or the forward andbackward placement of the connector head assembly. Although four barsmay be illustrated, any number of bars (e.g., 1, 2, 3, 4, 5, 6, 7, 8, ormore) or other components (e.g., flexible members, rigid members,springs, elastics) may be used to form a connector arm. In someembodiments, it may be desirable for the connector arm to include rigid,or semi-rigid components. For example, it may be desirable for theconnector arm to be formed of rigid components with flexible joints. Anyconnector known in the art may be used to form a flexible joint, whichmay include a hinge, ball and socket joint, elastic or spring loadedjoint, and/or a piston or telescoping style element. In someembodiments, the connector arm may be retracted or protracted using anair cylinder or alternate actuating mechanism. The actuation mechanismsmay be incorporated into a rigid components, such as a bar. In someembodiments, the bars themselves may vary in length. Alternatively, thebars may retain the same length.

The connector arm (208) may also include a bottom pivot point (208 g) sothat the connector head assembly (201) may pivot with respect to abottom bar (208 f). In some embodiments, the connector head assemblypivots about a vertical axis at the bottom pivot point. In someembodiments, the connector head assembly can also pivot about a side toside horizontal axis or a front to back horizontal axis at the bottompivot point. This may allow the connector head assembly to have anydesired orientation. Thus, freedom in the location and orientation ofthe connector head assembly may be provided. In some embodiments, amechanism may be provided in the connector arm which may maintain theconnector head in an alignment which is parallel or substantiallyparallel to the vehicle direction of travel. This may be beneficial forproper guiding of the head as it approaches a mating blade interconnect.The connector arm may allow the connector head assembly to be positioneddownward and away from the charging mount.

The connector head assembly (201) of the charging station may interactwith a vehicle interconnect (202). The vehicle interconnect may bemounted on a vehicle, and may be the connection on top of the vehiclethat may mate with the connector head assembly. The vehicle interconnectmay provide an electrical linkage between the connector head assembly toa vehicle energy storage system. In some embodiments, the connector headassembly may include a connector head guide feature (218). The connectorhead guide feature may be an entry gate and guide for aligning a bladesupport (209) into the connector head assembly. The connector head guidefeature may be shaped so that the blade may be funneled or directedtoward collector braces and/or brushes of the connector head. A greaterspace may be provided toward the outer portion of the connector headguide feature and a narrower space may be provided toward an inwardportion of the connector head.

The vehicle interconnect (202) may include a scoop (206). The scoop maybe a vehicle top guide feature on which the connector head assembly mayland and align to the blade support (209). The scoop may be wider towarda front side of a vehicle and narrow toward a back side of a vehicle, tohelp funnel the connector head assembly to the blade support.Alternatively, the scoop may have any other shape that may capture theconnector head assembly and guide it to the blade support. The scoop nayprotrude from the roof of a vehicle. The scoop may be a straight,curved, or bent ridge or slat that nay extend upwards from the roof ofthe vehicle. The portion of the scoop at the front side of the vehiclemay be sufficiently wide to capture the connector head assembly for awide range of vehicle positions. In some embodiments, the scoop may takeof greater than, less than, or equal to about 100%, 90%, 80%, 70%, 60%,50%, 40%, 30%, or 20% of the vehicle width. The scoop nay narrowsufficiently to bring the connector head assembly to a desiredorientation. The desired orientation nay be parallel to the direction oftravel of the vehicle. The desired orientation may be parallel to thelength of the blade support. In some embodiments, the narrowest part ofthe scoop may be as narrow as, or slightly wider than, the width of theconnector head assembly.

The vehicle interconnect (202) may have a blade support (209). The bladesupport may have a blade support guide (217). The blade support guidemay be a feature that may guide and align a connector head. In someembodiments, the blade support guide may be shaped so that the part ofthe blade support guide closer to the front of vehicle may have asmaller cross-sectional area that a part of the blade support guidetoward the back of the vehicle. The blade support guide may encounter aconnector head guide feature (218) as the vehicle drives beneath thecharging station. The blade support guide may be captured by theconnector head guide feature, and may allow the blade support to beelectrically connected to the connector head assembly.

FIG. 11 shows a close up of a blade support (209). The blade support mayinclude two terminals (207), a pilot signal contacting plate (210), aground connection location (216), a single blade support guide, (217),and buss bars (213). This may be discussed in greater detail below.

FIG. 12 shows a close up of a connector head assembly (201). Theconnector head assembly may include a collector brush actuation assembly(203), a connector head enclosure (215), and a connector head guidefeature (218).

The collector brush actuation assembly (203) may contain spring loadingand actuation mechanisms for collector brushes. Collector brushes maymake electrical contact with the terminals of a blade when the vehicleis electrically connected to the charging station. The collector brushactuation assembly may provide a sufficient amount of lateral force toensure that the collector brushes make electrical contact with theblade. Springs (or other actuation mechanisms) may force the collectorbrushes (or any other type of electrical contact mechanism) to the bladethat may be provided between the two halves of the connector headassembly. The collector brushes may be forced toward one another betweenthe two halves of the connector head assembly, but so that they do notcontact one another. In some embodiments, the collector brush actuationassembly may be provided on both halves of the connector head assembly.Alternatively, it may be provided on only one half of the connector headassembly.

Any number of collector brushes may be provided in a connector headassembly. For example, one, two, three, four, five, six, seven, eight,ten, twelve, sixteen, twenty, or more collector brushes may be provided.

The collector brush actuation assembly (203) may be contained within aconnector head enclosure (215). The connector head enclose may house theconnector head assembly. A connector head guide feature (218) may beprovided, which may function as an entry gate and guide for aligning ablade support into the connector head assembly. The connector head guidefeature may have a greater width at an end away from the collectorbrushes and a smaller width toward the collector brushes. The connectorhead guide feature may accept and funnel the blade support to a desiredlocation.

In some embodiments, the configuration of the connector head assembly asshown in FIG. 12 may be used to accept a single blade. Alternatively, itmay be used to accept two parallel blades that, may fit between the twohalves of the connector head assembly. In some embodiments, additionalblades may be provided on a vehicle. In such situations, additionalconnector head assemblies may be provided from a charging mount. In someinstances, each of the connector head assemblies may be connected to thecharging mount so that they can be properly positioned or oriented toaccept the designated blade or blades. Alternatively, the configurationof the connector head assembly may accommodate multiple blades. Forexample, rather than two halves, multiple sections of a connector headassembly may be provided. In some instances, each of the sections maycontain collector brushes and/or actuation mechanisms. For example, iftwo separate blades were provided, the connector head assembly may havethree sections, which may include two connector head guide features.Thus, a connector head assembly may be configured to accept any numberof blades.

FIG. 13 provides a view of a collector brush actuation assembly (203).As previously mentioned, this may include spring loading and actuationmechanisms for collector brushes (205). One example of an actuationmechanism that may be used is an air cylinder (214). The air cylindersmay cause the collector brushes to be protracted. Any other actuationmechanism may be used, which may include but are not limited to otherpneumatic mechanisms, hydraulic mechanisms, springs, elastics, magnets,flexible members, or any moving mechanical components. In someembodiments, the default position for a collector brush may be to beprotracted, and when the blade slides through, it may push against thecollector brushes, causing them to retract. Alternatively, the defaultposition for the collector brush may be to be retracted, and theactuation mechanism may be used to protract the collector brush when ablade is in place. In some embodiments, the collector brushes may bemanually retracted or protracted by the passage of the blade. In otherembodiments, the brushes may be retracted or protracted in response to asignal from a controller.

Terminals (207) may be provided between the sections of the connectorhead assembly. These may be electrical terminals which may be referredto as collector plates. In some embodiments, the terminals may beprovided on a blade that may be positioned between the collectorbrushes, while a vehicle is being charged by the charging station. Insome instances, a positive terminal and a negative terminal may beprovided. Alternatively, multiple positive terminals or multiplenegative terminals, or any combination thereof may be provided.

A collector brush assembly may also include one or more buss bars (213).The buss bars may be formed of a conductive material. In some instances,two buss bars may be provided, one for each half of a connector headassembly. Alternatively, any other number of buss bars may be provided.In some instances, some buss bars may be electrically isolated orinsulated from one another. This may be desirable when a first buss baris in electrical communication with a positive terminal and a secondbuss bar is in electrical communication with a negative terminal. Insome instances, a gap may be provided between a first and second bussbar.

In some embodiments, one, two, three, four, five, or more collectorbrushes may be provided in each section of a connector head. Thecollector brushes may be physically isolated from one another. In someinstances, they may be actuated separately. The collector brushes mayalso be electrically isolated or insulated from one another.Alternatively, they may be in electrical communication with one another.They may be electrically connected via a buss bar.

FIG. 13 shows a collector brush assembly (203) with protracted collectorbrushes (205). FIG. 14 shows a collector brush assembly with retractedcollector brushes (204). The description of collector brushes may applyto any sort of electrically conductive material that may make contactwith the blade. The collector brushes may have any configuration. Forexample, they may have a brush-like configuration with fibers or wires.In another example, they may have a bar-like shape, whether it be arectangular prism, triangular prism, cylinder, or any other shape. Insome instances, the collector brushes may include a conical or roundedtip. In other embodiments, the collector brushes may have a flap tip ora slanted tip. The surface of a collector brush may be smooth or rough.As previously discussed, the default position of a collector brush maybe to be retracted or protracted. In some embodiments, the brushes maybe copper graphite brushes.

FIG. 15 shows an example of an alternate configuration for an inlineblade (211). The blade may include terminals (207), a blade support(209), and a pilot signal connecting plate (210). The bladeconfiguration will be discussed in greater detail below. In someembodiments, the connector head and/or blade support may be formed of apolyoxymethylene (POM) delrin material. In other embodiments, othermaterials may be included or employed, including various metals or metalalloys, or plastics.

FIG. 16 shows an example of an alternate configuration for a connectorhead assembly (212). The alternate connector head assembly may includeone or more collector brace (219). The collector braces may be springloaded (or use any other actuating mechanism) contacting plates withinthe connector head. The connector head assembly may also have a pilotsignal contacting plate (210) which may establish a pilot signal thatshows the connector head and a blade support may be in contact with oneanother and properly aligned. The pilot signals may be used to sensethat a head is in position for a charge cycle to begin. The pilotsignals may include a single signal or multiple signals, and may engagesimultaneously or sequentially. The signals may be comprised ofcontacting or non-contacting devices such as hall-effect sensors.

In one example, the pilot signal contacting plate (210) of FIG. 16 maycontact the pilot signal contacting plate (210) of FIG. 15 when a blade(211) of such configuration is provided within the connecting head(212). When the pilot signal contacting plates of the blade andconnector head are aligned, the terminals (207) of the blade may beelectrically connected to the collector braces (219).

The additional embodiments for the overhead charging connector headassembly and vehicle interconnect (e.g., as provided in FIGS. 9-16) mayprovide additional and enhanced features to the overhead chargingapparatus of the charging station for electric vehicles (e.g., asprovided in FIGS. 1-8). Any components or features of the vehiclesand/or charging stations may be combined or used separately. Theadditional design may reduce dimensional tolerance stack ups in thecontacting plates and collector braces to allow for the wide vehicleapproach and departure path in all coordinate directions. This mayprovide flexibility in vehicle travel path, and the may reduce spaceconstraints that may be provided for a charging station.

In some embodiments, dual contacting plate and collector braceconfiguration may be replaced with a single blade and inline collectorbrace configuration. A single blade configuration may be provided withpositive and negative terminals on opposing sides or inline along asingle charging support. The dual collector braces or collector brushescould be consolidated inline or on opposing sides of a single blade.Alternatively, they may still utilize a dual blade and collector braceconfiguration, or any number of blades and collector braces.Additionally as an alternate configuration, the collector braces may besubstituted with a spring loaded collector brushes which could engagethe contacting plates via actuation or sliding contact.

The connector head assembly range of motion and compliance nay beextended to include the entire range of coordinate motion as well asincrease the degree of allowable movement in a given direction. Inaddition to allowing horizontal and vertical movement, the reviseddesign can pivot about a central point in coordinate space. The degreeof system compliance as well as the ability to retract the positive &negative terminals in the collector assembly may allow for a wideapproach and departure path including ability to exit the chargingstation with a hard left or right departure angle. Similarly, a vehicleinterconnect scoop may accommodate the connector head range of motionand provide a suitable landing pad and guide for the connector headassembly. The optimal location of the vehicle interconnect assembly maybe toward the rear for vehicles requiring departure at an angle from theterminal. This may be important in transit centers where vehicles mayapproach a terminal with charging station in a straight manner, but mayrequire the ability to depart at a sharp angle.

Vehicles

The vehicle can comprise two contact plates positioned on a top surfaceof the vehicle. The vehicle can comprise two bars attached to the roofof the vehicle. In some embodiments of the invention, the two bars areconductive and function as contact plates for establishing a connectionbetween the vehicle and a charging station. The two bars can be copperbars or any other type of conductive material. Other types of conductivematerial may include but are not limited to copper, aluminum, silver,gold, or alloys or combinations thereof, or may be plated/clad with aconductive material. In some instances, the bars may be formed of thesame materials, while in others, different materials may be utilized fordifferent bars. The bars may be formed of materials that may beresistant to corrosion. Furthermore, the bars ay be formed of materialsthat are slippery or high in lubricity. In some embodiments of theinvention, the bars are similar in fashion to a luggage rack on an SUV.The two bars or contact plates can extend in a direction that isparallel to a direction of vehicle movement. As shown in FIG. 1, FIG. 2,and FIG. 3, the two bars (10, 12) can establish contact with a chargingconnection anywhere along the length of the bars. The orientation of thebars can reduce the need to align the vehicle in a forward or backwarddirection prior to charging the vehicle.

There may be mechanical and/or electrical protective devices on boardthe vehicle to isolate conductive paths during non-contact situations.Such devices may be configured to allow energy flow only after receivingan electronic message (wireless, proximity switched contact, and/ormanual trigger) or via direct mechanical activation.

The bars may also be installed at a prescribed gap height above thevehicle roofline to ensure any pooled water and/or other temporary orpermanent conductive matter is kept at an appropriate dielectric gapheight relative to the voltage differential.

The vehicle may have a gauge or screen on the dash to inform a driver ofthe vehicle as to the state of charge of the vehicle. The vehicle cancomprise a display for indicating that charging is in progress.

The vehicle can comprise a charge monitoring device that can communicatecharge status and vehicle rapid charge capabilities to other regionalcharging stations for characterization of energy availability. Thismonitoring system can be used for predictive modeling to estimate energyavailable at one or more charging stations on a route. The route can befixed, controlled using GPS guidance, or spontaneous. The monitoringsystem can be used to determine how much energy the vehicle can collectduring time available at a charging station. The vehicle can comprise asystem for predicting range based on charge status, energy availability,and predicted energy availability obtained by transfer of charge fromupcoming charging stations. In some embodiments of the invention, avehicle that is running behind schedule can skip or limit time spent ata charging station based on a prediction of energy required to reach ata subsequent energy station and/or the energy available at a subsequentenergy station. In other embodiments of the invention, a route can bemodified based on energy available at one or more charging stations.

In some embodiments of the invention, the vehicle comprises afast-charging energy storage device. The fast-charging energy storagedevice can be lithium titanate batteries or any other type of batteryknown to those skilled in the arts. The vehicle can be an electric busor electric hybrid bus comprising the fast-charging energy storagedevice.

FIG. 8 shows an example of a vehicle (140) with at least one contact bar(141). The vehicle may pass under a charging station, which may includea charging mount (142). A contact bar may pass through a contactassembly (143). The contact assembly may include a guiding feature (144)that may guide the contact assembly to receive the contact bar. Thecharging station may also include a connecting structure (145) that maybe flexible to enable lateral movement of the contact assembly, to allowthe contact assembly to receive the contact bar (141).

In some embodiments, one or more contact bar of a vehicle may be avertical plate with a rounded top. In some embodiments, this mayadvantageously allow for charging during icing conditions. In someembodiments, a contact bar may be shaped such that it has two or morecontact points with a vehicle. For example, as shown in FIG. 8, acontact bar (141) may have to contact points with a vehicle roof towardthe front and end of the contact bar. In other embodiments, a contactbar may have one contact with a vehicle roof. For example, an entirelength of a contact bar may be contacting a vehicle roof. Any number ofcontact points may be provided between a contact bar and a vehicle.

FIG. 10 shows a vehicle interconnect (202) which may be mounted on avehicle. The vehicle interconnect (202) may include a scoop (206) thatmay be a top guide feature on which a connector head assembly from acharging station may land and align to a blade support (209). The bladesupport may be provided on the vehicle interconnect, and may include asingle blade support guide (217).

In some embodiments, the vehicle interconnect may be mounted in the rearof the vehicle. FIG. 17 shows an example of an interconnect (300)mounted on the rear of a bus. The scoop portion (301) may be anindentation of the vehicle roof, or may be a feature that is build intothe roof. The blade support (302) may be toward the rear of the vehicleinterconnect. In alternative embodiments, the vehicle interconnect canbe mounted toward a front or middle of the vehicle.

In some embodiments, the vehicle interconnect portions thereof can beheated using resistive heating or using waste head for the vehiclecooling circuit. The heating may be applied to the entire vehicleinterconnect, or a part thereof, such as the blade support, or theterminals. These may address snow or ice accumulation.

FIG. 11 shows an example of a blade support (209) that may be mounted ona vehicle. The blade support may be a subassembly of a vehicleinterconnect which may house and support terminals (207), a pilot signalcontacting plate (210), and a ground (216).

A blade support (209) may be mounted on one or more buss bars (213). Thebuss bars may be formed from a conductive material (such as a metal,which may include any of the conductive material discussed elsewhereherein), and may establish an electrical connection between the bladeand the desired components of the vehicle. The buss bars may be arrangedin a spaced apart manner as shown. Alternatively, the buss bars may beadjacent to one another, or distributed in any other manner. The bussbars may have any shape that may allow the desired conduction. In someinstances, some of the buss bars may be electrically isolated and/orinsulated from one another. This may be desirable if a first set of bussbars are electrically connected to a positive terminal and a second setof buss bars are electrically connected to a negative terminal. In someembodiments, the plate or base portion of a vehicle interconnect overthe buss bars, supporting the blade may be formed of an electricallynon-conductive material. In other embodiments, a gap may be providedbetween the sets of buss bars.

A plate or base may support a single inline blade. Alternatively, it maysupport multiple blades. In some embodiments, only one plate or baseportion of the vehicle interconnect may be provided for a vehicle. Inother embodiments, a plurality of blade supports may be provided on avehicle. Preferably, a vehicle interconnect may be mounted on a roof ofa vehicle, although alternate configurations may allow a vehicleinterconnect to be provided on any other location of the vehicle.

A blade support (209) may include one or more terminals (207). In someembodiments, positive and negative terminals may be provided. Theseelectrical terminals may also sometimes be referred to as collectorplates. In some instances a positive terminal and a negative terminalmay be electrically insulated and/or isolated from one another. In oneexample, a positive terminal may be provided on one side of a bladewhile a negative terminal may be provided on another side of a blade.Alternatively, a blade may have two or more positive terminals, or twoor more negative terminals. The terminals provided for a blade maydepend on the number of blades provided for a vehicle.

A blade may also include a ground connection location (216). The groundconnection location my provide a location for ground connection, whichmay function as a sink for any stray charge that may occur, and functionas a safety feature. The blade may also include a pilot signalcontacting plate (210). This contacting plate may establish a pilotsignal that may show a connector head and blade support are in contactand properly aligned. Furthermore, the blade may include a blade supportguide (217) which is a feature that may guide and align a connectorhead. These features may assist with the alignment of a blade with theappropriate parts of the charging station, and may establish that adesired charging connection is achieved.

The blade support may guide a connector head into a proper orientationwith the terminals. As shown in FIG. 9, a blade support (209) may beprovided between a portion of a scoop (206) which may form guidingportions of a vehicle interconnect (202). In some embodiments, the bladesupport may be located within a scoop toward a back portion of thevehicle. The blade may be located between a narrow portion of the scoop.

FIG. 15 shows an alternate configuration for an inline blade (211). Theblade may have a blade support (209). The blade may include one, two, ormore terminals (207). As previously discussed, the terminals may be anycombination of positive and/or negative terminals. The blade may alsoinclude a pilot signal contacting plate (210), which may help establisha pilot signal that shows that a connector head and blade support are incontact and properly aligned. The contacting plate may be locatedanywhere along the blade. In some embodiments, the contacting plate mayprotrude from the blade.

In some alternate embodiments, the connector head assembly and the bladepositions could be reversed with the blade attached to a connector armand the connector head assembly used on the vehicle interconnect.Various features or characteristics, including those discussed herein,could be applied to any of the embodiments with the reversedconfiguration.

A contact bar or blade may have any dimensions that may enable it to beattached to a vehicle. For example, in some embodiments, a contact barmay be about 1 cm, 5 cm, 10 cm, 20 cm, 30 cm, 50 cm, 80 cm, 100 cm, 120cm, or 140 cm long or longer. A contact bar may be about 0.5 cm tall, 1cm tall, 2 cm tall, 3 cm tall, 4 cm tall, 5 cm tall, 7 cm tall, 10 cmtall, or 15 cm tall or taller. In some embodiments a contact bar may besufficiently tall such that there may be some flexibility in allowingfor a contact between the contact bar and a contact assembly of acharging station. For example, a contact bar may be sufficiently tall sothat the electrically conductive surfaces of a contact assembly maystill contact the contact bar even if there are some variations inheight, such as through bumps in the road, or different vehicle heights.

A contact bar may also have any thickness. For example, a contact barmay be about 0.2 cm thick, 0.5 cm thick, 0.7 cm thick, 1 cm thick, 1.5cm thick, 2 cm thick, 3 cm thick, 4 cm thick, 6 cm thick, or thicker. Acontact bar may be sufficiently thick such that when it passes between acontact assembly, both sides of the contact bar may contact guidingstrips of the contact assembly, preferably along electrically conductivesurfaces of the guiding strips. A contact may also be sufficiently thicksuch that when the contact bar passes between the guiding strips, asufficient amount of pressure is exerted on the contact bar to ensure astrong electrical connection, and a lowered impedance. The amount ofpressure may also be sufficient to ensure that the entire electricallyconductive surface area is contacting the contact bar, and not just aportion of the surface. Preferably, the thickness of the contact bar isa little greater than the space between the electrically conductivesurfaces of a contact assembly when at rest. This may ensure that theguiding strips of a contact assembly may sufficiently grip, press,squeeze, clamp, or hold a contact bar to provide a sturdy electricalcontact, while still allowing the contact bar to slide between theguiding strips.

Two or more contact bars or blades may also be spaced apart on the roofof the vehicle. The contact bars may be spaced at any desired distanceapart. For example, the contact bars may be spaced about 5 cm, 10 cm, 15cm, 20 cm, 25 cm, 30 cm, 35 cm, 40 cm, 45 cm, 50 cm, 60 cm, 70 cm, 80 cmor greater or lesser apart. Preferably, the contact bars aresubstantially parallel to one another.

Alternatively, in some embodiments, a single contact bar or blade may beprovided on a vehicle. Any other number of bars or blades may beprovided, whether there are 1, 2, 3, 4, 5, 6 or more blades.

Methods

Transit buses can operate on a repetitive route system whereby the busrepeats its route at least every hour. As such, it passes the transitbus can pass a common point on an hourly basis and wait at that pointfor a cue to repeat the route. This can involve a wait of 10 to 20minutes in many cases. The methods of the invention provide for atransit bus that can utilize the wait time to charge the transit bus.The transit bus can comprise a fast charging energy storage device thatcan completely recharged in 10 minutes. In some instances, the transitbus can be completely or substantially (e.g., more than 75%) chargedwithin 5 minutes, 3 minutes, 2 minutes, or 1 minute. The fast chargingenergy storage device can be lithium titanate batteries or one ofseveral other battery chemistries.

In some embodiments of the invention, an energy storing device is onlypartially charged. Partially charging the energy storing device canincrease the life of the energy storing device by reducing the amount ofcharge transferred to the energy storage device during a single chargingprocedure. For example, an electric transit bus designed in accordancewith the invention described herein can average 11 to 13 miles per hourand consume approximately 1.5 to 3.0 kWh/mile. If the electric transitbus comprises an energy storing device with approximately 56 kWh ofcapacity, the electric transit bus can contain sufficient energy topropel the electric transit bus for approximately two to four hourswithout charging depending on driving application. That can allow forthe electric transit bus to run indefinitely with an hourly charging ofapproximately 25% of the capacity of the energy storing device. Thischarging procedure can increase the life of the energy storing devicerelative to a charging procedure that charges the energy storing devicefrom a completely drained state.

In some embodiments of the invention, a vehicle is charged bypositioning the vehicle under a charging station. The charging stationcan comprise a charging connection that is engaged by adjusting theposition of the charging connection. A control device in the vehicle canbe used to transmit instructions to the charging station and/or thecharging connection to establish an electrical connection between thecharging connection and the vehicle.

In some embodiments of the invention, the charging connection maycomprise a pair of contact assemblies with a known distance between themthat correspond to the distance between the charge points on the roof ofthe vehicle. These charge contacts can use a system to return them to acenter position that may utilize springs, hydraulics, or gravity torecenter the connection assembly after use.

In one example, the contact assembly may comprise conductive pads withguides to ensure that the assembly moves laterally or vertically withrespect to the direction of travel of the vehicle. To reduce complexity,the entire assembly may be energized if the support structure for theassembly can insulate voltages greater than the transmitted voltage. Thecontact pads may be metallic or non-metallic conductive pads and may ormay not be replaceable. A preferable method would be to have replaceablepads that can be changed when the conductive portion is damaged or used.By using a spring contact and a large surface area with respect to theamount of current transferred, the assembly can ensure a low impedanceacross the junction. In some embodiments, guidance into charge clampingdevices can be accommodated by electronic guidance device aligned bylaser or similar detection devices.

In other embodiments, the charging connection may be provided by aconnector head assembly, which may be configured to accept a singleblade from a vehicle. The connector head may be connected to a chargingmount via a connector arm. The connector arm may have a pivotingconnection to the charging mount and/or the connector head assembly. Theconnector arm may be formed of rigid components with a flexibleconnection. The connector arm may cause the connector head assembly tobe positioned downwards and away from the charging mount. In someinstances, a second pivoting connection may be provided between theconnector arm and the connector head assembly. The charging connectionmay have one, two, three, four, or more pivoting connections. In someembodiments, the one, two, three, four, or more pivoting connections maypivot about a vertical axis. Alternatively, one or more of the pivotingconnections may pivot about a side to side or front to back horizontalaxis. In some embodiments, the connector arm may have a default positionin a retracted state unless actuated to a lower position. The connectorarm may be spring loaded. In some embodiments, if the default positionof the connector arm is a retracted state, it may fail in the retractedposition if there is an issue with the actuation mechanism.Alternatively, the default position of the connector arm may be ahanging non-retracted state. The connector head may include collectorbrushes which may be spring loaded or include an actuation mechanismthat may cause the collector brushes to contact a blade mounted on avehicle, during the charging of the vehicle.

In one embodiment, a vehicle may approach the charging station. In someembodiments, the vehicle may approach the charging station in asubstantially straight manner. Alternatively, the vehicle may approachthe charging station from an approach angle. A connector head from thecharging station may be captured by a wide portion of a scoop on theroof of the vehicle. The scoop may guide the connector head to anarrower portion of the scoop, within which a blade may be provided. Theblade may include a blade support guide which may be captured by aconnector head guide feature on the connector head assembly. The blademay be guided between the sections of the connector head assembly. Anelectrical connection may be established between the charging stationand the vehicle. In some embodiments, the collector brushes of aconnector head assembly may default to a retracted state. When chargingoccurs, an actuation mechanism performance may be effected. The vehiclemay remain at the charging station for a period of time to achieve adesired state of charge within an energy storage system of the vehicle.In some embodiments, when charging is complete, the collector brushesmay disengage and the connector head may lift vertically to a retractedstate. Alternatively, the collector brushes need not disengage and/orthe connector head need not lift. The vehicle then may continue drivingforward and depart the charging station. In some embodiments, thevehicle may depart the charging station in a relatively straight manner.Alternatively, the vehicle may depart the charging station at adeparture angle. In some instances, the departure angle may be large.

The vehicle and/or energy storage controls system may be able to monitorvehicle route timetable performance. If there is excess time availablefor recharge, the controls systems can elect to reduce charger powerand/or current to match the available break time in the route. As suchthere may be an increase in efficiency and system lifetime as a resultof modulated charging performance.

In some alternative embodiments, a charging station may also function asa discharger. For example, if a vehicle has a large amount of storedenergy (e.g., in an on-board battery or energy storage unit), it may bedesirable to discharge the vehicle somewhat, and transfer that energy toan energy storage unit of a charging station, or to provide it to autility. A charging station may be able to operate both to charge anddischarge a vehicle.

The systems and methods may utilize or incorporate any methods,techniques, features or components known in the art or previouslyutilized. See, e.g., U.S. Pat. No. Re 29,994; U.S. Pat. No. 3,955,657;European Patent Application No. EP 2 014 505 A1; European PatentApplication No. EP 1 997 668 A1; PCT Publication No. WO 2008/107767 A2;U.S. Patent Publication No. 2008/0277173; PCT Publication No. WO2009/014543, which are hereby incorporated by reference in theirentirety.

It should be understood from the foregoing that, while particularimplementations have been illustrated and described, variousmodifications can be made thereto and are contemplated herein. It isalso not intended that the invention be limited by the specific examplesprovided within the specification. While the invention has beendescribed with reference to the aforementioned specification, thedescriptions and illustrations of the preferable embodiments herein arenot meant to be construed in a limiting sense. Furthermore, it shall beunderstood that all aspects of the invention are not limited to thespecific depictions, configurations or relative proportions set forthherein which depend upon a variety of conditions and variables. Variousmodifications in form and detail of the embodiments of the inventionwill be apparent to a person skilled in the art. It is thereforecontemplated that the invention shall also cover any such modifications,variations and equivalents.

1-20. (canceled)
 21. An electric vehicle configured to connect withoverhanging charging electrodes of a charging station, comprising: asupport structure coupled to a roof of the electric vehicle; at leastone pair of charge-receiving electrodes; a connector arm including afirst end and a second end, wherein (a) the first end of the connectorarm is connected to the at least one pair of charge-receivingelectrodes, and (b) the second end of the connector arm is coupled tothe support structure; and a positioning device configured to controlthe connector arm to move the pair of charge-receiving electrodestowards the charging electrodes of the charging station to establishcontact therebetween.
 22. The electric vehicle of claim 21, wherein theat least one pair of charge-receiving electrodes of the electric vehicleis configured to establish contact with a pair of charging electrodesthat include two linear electrodes arranged to extend along a singlestraight line.
 23. The electric vehicle of claim 21, wherein the atleast one pair of charge-receiving electrodes of the electric vehicle isconfigured to establish contact with a pair of charging electrodes thatincludes two linear electrodes arranged parallel to each other.
 24. Theelectric vehicle of claim 21, wherein the at least one pair ofcharge-receiving electrodes of the electric vehicle includes two linearelectrodes arranged transverse to a direction of travel of the electricvehicle.
 25. The electric vehicle of claim 21, wherein the at least onepair of charge-receiving electrodes of the electric vehicle includes twolinear electrodes arranged parallel to a direction of travel of theelectric vehicle.
 26. The electric vehicle of claim 21, wherein thesupport structure includes a pantograph.
 27. The electric vehicle ofclaim 21, wherein the positioning device includes a height adjustmentsystem configured to allow the at least one pair of charge-receivingelectrodes of the electric vehicle to connect with charging electrodesat different heights.
 28. The electric vehicle of claim 21, furtherincluding a transmitter configured to transmit a signal indicative of aspacing between the at least one pair of charge-receiving electrodes ofthe electric vehicle to a charging station that the electric vehicle isapproaching.
 29. The electric vehicle of claim 21, wherein the electricvehicle is a bus.
 30. The electric vehicle of claim 21, wherein theelectric vehicle is a heavy-duty vehicle.
 31. The electric vehicle ofclaim 21, further including one or more heaters configured to heat theat least one pair of charge-receiving electrodes of the electricvehicle.
 32. The electric vehicle of claim 31, wherein the one or moreheaters are resistive heaters.
 33. The electric vehicle of claim 21,further including a display device configured to indicate to a driver ofthe electric vehicle a charge status of the electric vehicle.
 34. Theelectric vehicle of claim 21, further including a charge controllerconfigured to communicate a charge status of the electric vehicle to acharging station.
 35. A charging station for an electric vehicle havingroof-mounted charge-receiving electrodes, comprising: a pair of chargingelectrodes configured to overhang the roof of the electric vehicle; aconnector arm including a first end and a second end, wherein (a) thefirst end of the connector arm is connected to the pair of chargingelectrodes, and (b) the second end of the connector arm is coupled to asupport structure; and a positioning device configured to control theconnector arm to decrease a gap between the pair of charging electrodesand the roof-mounted charge-receiving electrodes of the electric vehicleto establish contact therebetween.
 36. The charging station of claim 35,further including a DC power source electrically connected to the pairof charging electrodes.
 37. The charging station of claim 35, furtherincluding an energy buffer device electrically coupled to the pair ofcharging electrodes, the energy buffer device being configured to becharged using electrical power from an utility grid during times oflower energy cost and provide power to the pair of charging electrodesduring times of higher energy cost.
 38. The charging station of claim37, wherein the energy buffer device includes a plurality of batteries.39. A charging station for an electric bus having roof-mountedcharge-receiving electrodes, comprising: a pair of charging electrodesconfigured to overhang the roof of the electric bus, wherein the pair ofcharging electrodes includes two linear electrodes arranged parallel toeach other; a connector arm including a first end and a second end,wherein (a) the first end of the connector arm is connected to the pairof charging electrodes, and (b) the second end of the connector arm iscoupled to a support structure; and a positioning device configured tocontrol the connector arm to decrease a gap between the pair of chargingelectrodes and the roof-mounted charge-receiving electrodes of theelectric bus to establish contact therebetween.
 40. The charging stationof claim 39, further including an energy buffer device electricallycoupled to the pair of charging electrodes, the energy buffer devicebeing configured to be charged using electrical power from an utilitygrid during times of lower energy cost and provide power to the pair ofcharging electrodes during times of higher energy cost.